Cargo ship construction



Dec. 12, 1944. THOMPSON 2,364,928

CARGO SHIP CONSTRUCTION Filed Oct. 23, 1945 6 Sheets-Sheet 1 INVENTOR PETER 71/0MP50N A TTORNEYJ' Dec. 12, 1944.

P. THOMPSON 2,364,928 CARGO SHIP CONSTRUCTION Filed Oct. 25, 1943 a Sheets-Sheet 2 INVEN TOR PETE/P 77/0MPs0/v awur [uh A TTO NE YJ Dec. 12, 1944. THOMPSON 2,364,928

CARGO SHIP CONSTRUCTION Filed Oct. 25, 1945 s Sheets-Shea s 26 0 O G INVENTOR E-TER 77-IOMPSO/V am ATTORNEY-5 Dec. 12, 1944.

P. THOMPSON CARGO SHIP CONSTRUCTION x 6 Sheets-Sheet 4 Filed 001;. 23, 1943 INVENTOR 7i-l0MP50 ATTORNEYS Dec. 12, 1944.

P. THOMPSON 2,364,928 CARGO SHIP CONSTRUCTION Filed Oct. 23, 1945 e Sheets-Shet 5 INYENTOR 3575/? fl/ MPSON 6mm 5 4. MAN ATTORNEYS Dec. 12, 1944. THOMPSON 2,364,928-

CARGO SHIP CONSTRUCTION Filed 001;. 23, 1943 s Sheets-Sheet 6 OGQG INVENTOR B970? 7Y10MP50/V A T T ORNE Y5 Patented Dec. 12, 1944 UNITED STATES PATENT OFFICE CARGO SHIP CONSTRUCTION Peter Thompson, New Orleans, La. Application October23, 1943, Serial No. 507,377

24 Claims;

This invention relates to ship construction and particularly to a novel and improved cargo hold structure for merchant ships.

Merchant ships are usually designed to carry a maximum load of cargo at the highest possible speed and with the least possible fuel consump- No difficulty is experienced in the navion ofsuch ships when loaded, but difiicul- Zes are often encountered with most merchant vessels when free of cargo in steering and making the desired headway, particularly in rough -ther. This is due to the fact that the com- :d weight of fuel, Water and operating supas are insufficient: to submerge the unloaded sel to a point where it can be efliciently and fely navigatedeven though all tanks may be full capacity with fuel. oil, boiler and/or culinary wter. Thus suchaship without cargo may not submerged to the required minimum draft for .icient and safe navigation and operation dur- 1g adverse weather conditions. When operated fiuring adverse weather the unloaded condition of the vessel not only renders efficient and safe navigation diflicult but it results in heavy pounding and excessive racing of the propeller with a possible consequent damage to the vessels structure and machinery. When the ship is operated at an extreme light draft the propeller is often insufflciently submerged and therefore subjected to severe racing and this makes it difficult for the vessel to maintain sufficient headway to keep on the desired course. Even the modern newly constructed Liberty vessels are insufficiently submerged with all fuel tanks, etc. full to capacity to insure efficient and safe navigation during adverse weather when the vessels are unloaded.

In order to overcome these difficulties it has heretofore been the practiceto carry largequantitles of temporary ballast whenever the vessel was obliged tosail: without sufficient. cargo so as to submerge it to a point where the vessel could be safely navigated. For example, in the North Atlantic duringvthe winter'months it has been customary 2130 carry 'suchballast. sometimes carryv several thousandv tons of solid ballast when bound from Europe to the United States Without cargo during-the winter months. Different types of solid bal-last'have been used, such assand, rock,. pig iron, etc. but wholly i1- respectiveof the kind of ballast carried considerable expense is incurred in the purchase, loading and discharge of such ballast. Valuable time is also lost inv the loading and unloading of such Such vessels 7 ballast. For example, as a rule it requires from one ,totwo days ateach end .of the voyage to load and discharge, the ballast. Moreover, often'solid ballast is not always available and in some cases the vessel is compelled to proceed coastwise to other ports where solid nonshifting ballast may be obtained ,before proceeding on the difficult ocean voyage, which of course further adds to the ex.- pense and loss of time. Such solid ballast is ordinarily placed in the cargo holds which are adapted to the reception of either cargo or solid ballast.

A ballast of river or seawater is of course available wherever the ship may be but Water ballast carried in the vessels holds is impractical because it would be both difficult and dangerous to carry hundreds of tons, perhaps thousands of tons, in the conventional ship structures, which volume would be necessary in order to submerge the vessel to the required minimum draft; Assuming, for example, 500 tons of ballast water were carried in a hold and rough weather should.

be encountered which caused the vessel to pitch and roll, this large weight of water in the hold would be thrown against the athwart ship bulkheads with tremendous force when the vessel was pitching and with a similarly large force against the ships sides when the vessel was rolling. This would put a terriffic strain on the bulkheads which are not usually designed to withstand such strain for any appreciable length of time and the ships sides might also be impaired. Moreover, the rapid shifting of the hundredsof tons of free water from one side of the vessel to the other would exaggeratethe pitching and rolling and probably result in the vessel becoming uncontron-able, and its'safetyimpaired due to the terrific strain. Thus with conventionalship' struc-, tures it is impractical tousethe always available water as ballast.

One object of. the invention is a novel and im proved ship cargo hold structure which is characterized by the availability of the whole cargo space for cargo when paying. cargo is available and further by the fact that this same cargo space may be safely utilized when the ship is unloaded for the carrying of water ballast without interference with the safe navigation of the ship and without putting undue strains upon either the usual bulkheads or any other part of the ship structure due to the presence of the water ballast. A further object of the invention is a ship hold structure which makes'it possible for the ship safely to navigate without carrying solid ballast whenever sufiicient cargo is not available to submerge the vessel to a minimum safe operating draft, thereby eliminating the expense of purchasing, loading and discharging solid ballast.

A further object of the invention is a ship hold structure which is adapted to contain either cargo or water ballast, thereby eliminating the time consumed to load and discharge solid ballast or in diverting the vessel to another coastwise port where solid ballast may be available and loaded before proceeding on an ocean voyage.

A further object of the invention is a ship structure of the general character indicated above which is capable of carrying either solid. cargo or a liquid ballast without interference with the safe navigation of the ship. Further the steaming time between ports is not reduced when liquid ballast is carried in lieu of inconvenient and eX- pensive solid ballast. Irrespective of whether liquid or solid ballast is carried the vessel will, in either case, be submerged to the minimum draft required for safe operation and hence the vessels speed capability will remain unchanged.

A further object is a novel ship hold structure which is easily and quickly convertible by the usual unskilled ship personnel Or stevedores for safely carrying either paying cargo or sea water ballast.

Other objects of the invention will hereinafter appear.

For a better understanding of the invention reference may be had to the accompanying drawings, wherein- Fig. 1 is a plan view diagrammatically illustrating a ship embodying the invention;

Fig. 2 is a side view thereof;

Fig. 3 is a view showing the fire and bilge p p Fig. 4 is an enlarged plan view of the bottom part of the No. 2 hold structure illustrated in Figs. 1 and 2 Fig. 5 is a sectional view along the line 5--5 of Fig. 4;

Fig. 6 is a sectional view along the line 6-6 of Fig. 5;

Fig. 7 is a plan of one of the details of the structure;

Fig. 8 is a view of one of the bulkhead or swash plate elements of the structure;

Fig. 9 is a sectional View along the line 9-9 of Fig. 5;

Fig. 10 is a sectional view along the line III-I0 of Fig. 4; 1

Fig. 11 is a top view of the structure shown in Fig. 10;

Fig. 12 is an enlarged plan view of the hold I of Figs. 1 and 2;

Fig. 13 is a sectional view along the line I3 of Fig. 12;

Fig. 14 is a sectional view along the line I II of Fig. 12; and

Figs. 15, 16 and 17 are views of details of the structure of Figs. l2, l3 and 14.

In the embodiment of the invention herein illustrated the holds of the ship or certain of them are provided with a multiplicity of small individual water ballast compartments with the top of the inner bottom tank or the floor of the hold forming the bottom of these compartments and with the sides of the compartments being formed of collapsible and readily dismantable steel bulkheads or swash plates, with th construction of these individual compartments such that when the walls thereof are collapsed they occupy very little space with no appreciable cargo space being sacrificed. The structur is further characterized by the simplicity with which the various compartment units are fastened to each other and to the side frames and bulkheads of a hold, and by the ease with which the compartments may be set up or dismantled and stored. These collapsible bulkheads or swash plate structures when assembled in position to form a part of the bottom of the hold, enable the vessel to safely carry thousands of tons of sea water as ballast without subjecting the conventional ship bulkheads and side frame structures to undue strain which might cause serious damage and without imperiling the seaworthiness of the ship in storms. Either paying cargo or the water ballast thus occupies the same space on the floor of the hold as the case may be and economy of transport is maintained.

I have illustrated my invention as embodied in a merchant ship having forward hold members I, 2 and 3, a boiler and engine room 6 and the after holds 4 and 5 which are located aft of the engine room (Figs. 1 and 2). I have illustrated my invention as embodied in the forward hold 2 and the after hold 4. I will describe first the modification of the invention embodied in the No. 2 hold (Figs. 4 to 11).

The No. 2 hold is defined by conventional athwart bulkheads I and 8 and by the side frame structure of the ship comprising the channel frame members 9.. The bottom of the hold is the conventional floor I0 which forms the top of the inner bottom tank or storage compartment in the bottom of the ship. The bottom part of the hold is provided with a multiplicity of identical individual separate compartments I I, a plurality of individual compartments I2 disposed along the ships side frame structure, and a plurality of identical individual compartments I3 adjacent the bulkhead 8. The individual compartments I2 vary in dimensions due to the curvature of the sides of the ship and the individual compartments I3 are in this particular illustration smaller than the individual compartments II due to the even number of ships frames involved. The construction is preferably such as to provide the greatest possible number of identical compartments II with their interchangeable side walls.

In this illustration the hold is also provided with fore and aft center line bulkheads I 4 and I5 which project inwardly from the bulkheads .1 and 8 and centrally of the hold to I-beams I6. The center line bulkhead I I is provided with bulkhead stiffeners I! and the center line bulkhead I5 is provided with bulkhead stifieners I 8.

The individual compartments II, I2 and I3 of the hold are formed by perforated bulkhead or swash plates which are collapsible or portable and may be readily set up and dismantled at will. The construction and mounting are such that when assembled as illustrated they are rigidly and fixedly fastened so as to retain their positions notwithstanding distortion and twisting movements of the ship under the most severe weather conditions though the only fixed fastenings are at the side frames and the bulkheads I, 8, I4 and I 5, and moreover, the whole structure may be disassembled with the greatest facility by the ordinary seaman and storable in a manner to occupy A very little cargo space.

depending; upon the curvature of the. sidepf' the ship. The .individuahcompartments :l 3.:are'iormed oi: collapsible bulkheads.- or swasheplates 20. on one: side; and 22 on the two other sideswith the fixed-bulkhead 8 forming; one side. of: these com.- partments. i

As above indicated, the structure-is such: that the only permanently fixed fastenings' for. thei col.- lapsible bulkheads or swash plates 20', 2| and22, arelocated at'thebulkheads 1,8,:[41and |5land at the side: frames 9 of the ship? holdlstructure. These fixed fasteningmeans at the side frames are thefittings indicated at 25 and the fixedfastening means. at the 'bulkheadsl and"8 l are the fittings 26; The fixed: fittin'gsat: the bulkheads l4 and i5 comprise the fittings 26, the fittings?! and thefittings 28, theilatter being. fastened permanently to' theI-beamsli; v

The.- removablefastening means for'the-collapsible bulkheadtor. 'swash plates rin cludesistan chions 29. disposed. at? the junctureszof the plates, removable; clips 30. cooperatively functioning with the fixed fittings 25 and 26 and the adjusting members 31 disposedbetween adjacentstanchions 29 and the I-beams H5. The fixed fittings 26 are metallic sockets welded tothe bulkheads for the reception of. the removable -L-shaped fittings or clips 3llandarefastened, as forexample, by weldingto. the bulkheads. These fittings zlimay be formed in any conventional manner, as for example; by welding the ends of" an outside bar to two spacedshortblocks 26' which are welded to the'bulkheadsiorrirame'. One leg'of the L-pla'te member 30 rests inthesocket whose surfacesare formed 'by"the= bulk-head and the fitting 26. The member of the fitting L which passes into the socket is thus vertically disposed while the'other member is horizontally disposed andprojects inwardly' of "the hold. Thelatter member is provided with an openslot 3"|' disposed at right anglesto the bulkheadfor the reception of anedge of the'p'lates 203 For each edge of the plate 20 there are provided at least two sockets 26 and L members 30, one near thetop'of theplate andone near the bottom thereof and preferably there are more than two such cooperating fittings. The fixed fittings 25 on the sideframe" membersare like the fixed fittings '26 1ocated on the bulkheads, in the form of sockets for the reception of the removable L members3ll. These fittings 25 are. however, fastened as bywel'ding to the legs of the channel member 9 and in the construction of these'fittings an extra bar-Ili'is required on the back, projecting beyond the channelleg which is comparativelynarrow; so as to form a socket long enouehto accommodate the'width ofthe L member 30.

As many of these fittings 25 as may be desired are providedfor each plate 2| and'there are illustrated in Fig; 5 two of such fittings at that. station. The plate 2| has a corner cut off to clear the bilge boards 33 so that the edge of the plate 2| adjacent a channel 9 is comparativelyshort, re- I quiring only two fittings. These are also additional fixed flt'tings for the plates 2|, these fittings being indicated' at 34'and'being disposed adjacent the lower edge of the bilge boards 33'. These fitheavy P pes-having Welded thereto throughout their: length spaced discs or flanges 31. These discs. 31 are perforated in their centers 50 as to pass over the pipes 36 and, arefastened in any suitable manner *theretoiaseby, welding. Each disc has. four slots Zia-formed therein, these slots being disposed 9 9 apart to accommodate. vertical edges of. theright angularly disposed plates 2!); 2i and 2:2; It isunderstood that thediscs 3'! are fastened to apipe 36-so that theslots 38 of each. disc are alignedwith the. slots-of the discs above. and below the. same. In theparticular embodiment shown in Fig. 5 there. are live of such discs 3! on each stanchion. but any number. may be provided. These :stanchions rest upon. the: floor of the hold, namelythe top of the inner "bottom tank, and: are held in position by the four. adjacent plateswwhich lock andi'holdpthe stanchions: inplace except'two starichionsrin thecenter line: which are supported by: three adjacent plates and screw jacks. The discs: 3e! may be conveniently and economically formed from. the metal removed by the perforations 31 formed inthe plates-2D, 2| and 22 For example, these discs 3] may beof the'same dimensions as: the perforations 3'! so as to economize on metal.

At the bulkheads l4 and IBcertain-of the. fixed fittings-are identical with the fixed fittingszfi described above. Certain of them however are formedbybulkhead stiffeners l] and by a clipo holding: member:v 2 of; the character shown. in Figs. 4 and: 11. These. fittings 2.1 are slotted at 21 to receive-anedgeofxthe plate 2ll between the member, 2'lzand' thestifiener H.

At the-inner ends of thebulkheads, namely'at the I-bea'ms or ship stanchions (B, the fixed fittings -28welded to ship stanchion lfiare: clipsor padeyes towhich. are nivotally fastened the turn bucklesorsorewjack members 3].. Each of the latter comprises the conventional. relatively movable screw threadedxparts 4!] and M with a cooperating internally right and left threaded screw sleeve 42 engagingthe same. The member 41. .is provided with a forked end 43-. having a recessadapted to fit; pipe stanchion 36 and this member 4|. rests upon an adjacent disc 31 as illustrated. inrFigs. l0. and ll.v By this means the. seven portable 'stanchions 2 9. disposed between andv in line with the 'I-beams' US may be supported. against movement in a direction in line with these beams or in line with the bulkheads Mend |5. By screwing upon the turn buckles or screw jacks'thestructuremay be made as firm and. secure asdesired.

Wood ceiling is ordinarilyprovided upon the top H] of the inner bottom. tank: for protection against injury to the floor III by cargo being lowered into the hold. In some cases the entire whole floor or inner bottom tank. top Ii! is covered by such protective wood ceiling, while in other cases, as shown at45,.only the central part directly under the hatch opening and which is mostexposedtoinjury while loading is protected with such. ceiling.

The assembly and disassembly of the structure above described is easily effected .by'the seamen or ship personnel, the weight of no liftable or portable element being too large .for two men to handle. The disassembly may be initiated at any point by merely lifting one of. the stanchio-ns 29 out of, position, or removable L. members 3llmay be removed to disengage: the plates from the bulkheads or the-side frame'of theship. The individual plates may be stored away flat upon each other upon the floor ID. at any convenient place and will not occupy any appreciable cargo space. The stanchions 29, as shown in Fig. 5, may be stored between the channel beams 9 forming the side frame of the ship and behind the bilge boards 33 and the cargo battens 46. The clips or L members 39 will readily fit on the sides of the channel beams 9 and may be stored thereon. In the particular embodiment shown I have fastened socket members 9' to these channels 9 for the reception of and holding these disassembled clips in pairs. The whole cargo space therefore is utilized for carrying useful and paying load when there is cargo to be carried, except for very limited and insignificant space occupied by plates 26, 2| and 22 stored horizontally on top of each other on floor Hi. When there is no cargo to be carried the collapsible bulkhead or swash plates 29, 2| and 22 may be easily assembled into position by the ship crew or stevedores fitting the plates into the slots of fittings 21, 39 and 34 and this may be effected by starting the assembly at any desired point. In cases where it is not practical toslide the plates into the discs on the stanchions, the four plates are merely placed in position at right angles, and the stanchion is dropped from above to interlock all four plates. The turn buckles 3| are tightened so as to support the stanchions 29 nearest to the I-beams |6 against collapse. Thus with no fixed fastenings except the sides of the hold, the bulkhead or swash plates 29, 2| and 22 and the stanchions 29 are firmly and rigidly held against collapse.

A modification of the invention for the No. 4 hold, aft of the boiler and engine room 6, is illustrated in Figs. 12-17. The bottom of this hold is penetrated by the conventional shaft alley or tunnel 50 which is centrally disposed and divides the bottom of the hold into two separate H partments 5|, 52, 53, 54 and 55. The compartment 5| is formed on one side by the casing of the tunnel 50, on its aft side by the bulkhead 56 having vertical stiffeners 51 and on its outer side by the ship side frames (channel frame members 9).

The side frame of the ship forms the outer walls of compartments 52 and 54 and the tunneled casing forms the inner wall of compartments 53 and 55. A bulkhead 58 forms the fore walls of compartments 54 and 55. The collapsible or movy able walls of the compartments 52, 53, 54 and 55 comprise the walls 59 and 62, 63, 64 and 65, and 66 and 61. The collapsible wall 59' comprises the bulkhead or swash plates and 6|.

The bulkhead or swash plates 6| and 64 are attached to the side of the shaft alley casing 56 by hinges 69 permitting the swinging thereof either to a position at right, angles to the The fore side of compartment 5| 5 is formed of a collapsible or removable wall 59. l

casing 59 to form the compartments or to a tunnel casing 50. Each of thesehinges 69 comprises'a fixed hinge element H which is welded to the stiffener 10 and a movable hinge element 12 which is welded to the bulkhead or swash plate and in the particular embodiment shown a single hinge pin or rod. 13 functions as a hinge pin for all of the four hinges. It is observed that the axis of the hinge, namely the hinge pin 13, is spaced from the side wall 50 of the tunnel casing so as to facilitate the positioning of the collapsible bulkheads up against or in the vicinity of the tunnel wall 50. Figs. 12 to 17 shown in the full lines the position occupied by the plates 6| and 64 when in position to function as bulkheads or swash plates for the water ballast.

Each of these plates 6I'and 64 has hinged thereto a pair of bulkhead or swash plates forming other sections of the structure. The plate 6|, for example, has hinged thereto by means of the hinge I4 the swash plate 60 which forms a continuation of the plate 6| when in position to function for water ballast, and a swash plate 62 is hinged to one side thereof by a hinge 15, this plate 62 when used for Water ballast being at right angles to the plates 60 and 6|. There are at least two hinges l4 and at least two hinge T5 and preferably more, as for example, four of hinges l4 and three of hinges 15, so as to form a firm support and hinge relation between the plates 6| and 62 on the one hand, and 6| and 60 on the other hand, throughout their height. The hinges l4 and 15 are disposed on the opposite sides of the plate 6|. Likewise, the plate 64 has hinged thereto the plate 63 which forms a continuation of plate 64 in the water ballast functioning position and the plate 65 at right angles thereto which forms the continuation of the plate 62. These plates 63 and 65 are hinged to 64 by means of hinges l4 and 15 similar to the hinges on plate 6|. In the position the plates assume for functioning with the water ballast the plates 60 and 63 are fastened to the channel members 9 of the ship frame by means of bolts 16 passing through the flange of the channel member 9 and through ears or flanges 60' and 63' formed on the edge of the plates. There may be as many fastening bolts 16 as desired and at least two and preferably more distributed out through the edge of the plates. The plates 62 and 65 areof a horizontal length equal to one-half the distance between the plates 6| and 64 so that their free ends substantially abut one another and are fastened together by means of bolts 71 at their abutting edges. The plates 62 and 65 are provided with ears or flanges 62' and 65', respectively, through which the bolts pass.

The plate 66 is hinged to the bulkhead 58 at a point intermediate the side frame of the ship and the tunnel 50, the hinges being shown at 78. The stiffeners on the bulkhead 58 are omitted for convenience in illustration. At least two such hinges 18 are provided and'preferably a larger number so as firmly to support the plate 66 upon the bulkhead and if desired a bulkhead stiffener may be provided at this point of the bulkhead upon which the plate is swung. In the particular embodiment shown there are three such hinges having a common hinge pin 19. The plate 61 is hinged to the plate 66 at its free edge by means of hinges 80, there being in the particular embodiment shown three of such hinges. These two plates 66 and 6! together bridge the bulkhead 58 and the plate 64 in the fore and aft direction when in position for water ballast functioning: Tlle=plate "61 is fa'stened to" the plate 64 by means ofbolts 81 passing through the 'edgeof the plate and' th roughears oi 'a flange 82 formed on-th'e'plate 64 0n" theopp'osi te side from and in the vicinity of the hinge- Preferably the plates are provided with stilf ening means arranged crosswise thereof and these stiffeners may take the form of 'flat iron" bars around the. edges and also arranged cross- 85; The stifieners On ad-jacent plates are so arranged as not to interfere'with the collapsing function of the plates'when theyarecollapsed against the bulkhead 58 'or againstthe-tunnet 50. Thisrmay be accomplished by having the- 1-5 stiffener onthesurfaces of plates-=whi'ch are not adjacent when collapsed or by offsetting thestiffeners on the surfaces of plates which are so as to fit thereinto when collapsed;

Fig. 12 illustrates how a collapsible and mov 2o able bulkhead or swash plate structure may be" collapsed and storedagai-nst the bulkhead 58 and the tunnelQSO; Thegroups of plates fill; 6tand Gland 63; Hand 65 are assemble'd-in units so that the :plate Bl vone groupliandtheplate 64 in the other group haves-flying {flat against the :opposite sides thereofithe other-two plates' of a group. As thus :collapsed, thesetwo groups are swung clockwise (Figs; 12, upper halt; see"- broken line position) against the 'si'd'e'or the 30.

tunnel 50. The platevlili iupon belng swung over counterclockwiseiFig'n 12 upper half against the bulkhead 58, the plate 61 may then be collapsed against the side: of .theaplate 66r'so that the-two plates: lie flat against lthenbulkheadniat The'bot tom ofitheiholdisthereby: clearedrfor paying cargo. The structures of the lower half l swing oppositely to those of the upperha1f;upon-col-' lapse and storage ontheone hand, andassem bly for ballast functioningv on .the other.

Thus when thetwo groups; of plateswhic'hl are hinged to each side of the tunnel are swung into .positioneto function for water bal-- last each complete set or. group of plates forms:

the letter. T; Two of theplates iwillsbeln a1:- 4

straight line with eachother. extending.,.from the hinge at the :tunnel casing} tothe ship's frame. Thethird plate which is of :smaller dimensions will beat a right angle position form? I ing the letter T of eachl'group'. When both sets 5 In order to preventpossible damage from cargowhile loading 1 andsdischarging, the four sets or groups of plates hinged'to the tunnel icasingzare; protected with an apron 86l-extending across the topof the tunnel t-casingstifl and from a point;

forward of thehingesl69 to thebulkheadfifi;- The: 70

vertical angle iron 'lltto which the hinges 69 are attached extendssto the under side ofztheaprom supporting same. i The efoun angle irons 10* are tied" together with gusset plates-18l fitted and Welded to. the topof-the tunnel casing:. as-wel-1- 1es;

' stiffener bars 85."

4 where -the hinges 69 are engaged; The-apron as illustrated projectsbeyond the sides'or the'tun n'el casing- 50 thereby-fully p-rotectingthe 001- lapsible plates from damage from cargo: while loading. v wise thereof, such for example-as the iron bars" Preferably swivel rollers are attached-to the bottom of certain of the individual bulkhead-or swash plates -tofacilitate the installation and dismantling of the same; and" at the same time to avoid any undue strainon'thehinges of i the carrying plates.- For example; a swi-v'elroller or caster- 88 is mounts-ad near -the outer edge of theplate G4 (andal'soplate-6 I), theroller-rolling along-the floor Hl of the hold-J Likewise-the plate 63" (and alsoplate 60) is provided at a point near the bilge boards 33 with asu-pporting roller 89. Theplate 62*is-provided-with a roller 88 near itsouter edge where it is'attached'to theplate165f: If; as shown inthe embodi mentfi illustrated; the wood ceiling-45 covers only a part of-the=floor 10 rollerpaths are cut in thewoodceiling fi so as 1 to permit the rollers totravel on the tank-teem? If the protective' cei-ling covers the whole floor flat bars wit hthe proper ares' m'ay be secured on thetop of thecei'li'ng for the rolle'rsi Inthe particular em-- bodiment shown-*thebulkhead orswashplate 6B is '-not -providedwithasupportin'gqoller "but *the plate 6l which ishinged' thereto is provided with aroller 90 which rolls-along the floor l 9;"

The rollers and: l rollermounts are all sub stantiallythe same and 'ade'scription of one-will sufiice; The detaiIsof onesuch roller (90-) andn' ounting 'are shbwndn Fig, 15-.- The plate 6-! is: here provided: with spaced" strengthening- The-roller 90 -is mounted for swiveling movements :on the washer 1 9 i having 'a screw-threadew-stem 92 fitted-into pipe guard 9-3;, Loekirnuts 94'- and a-washer 95-function tolocks the: :roller in its; adjusted vertical position for-takingthe strain ,-off the hinges. The dotdashzzlines r on Elga l2 show the paths followed by certain'ofv the rollers upon collapse and distension of the ballast structure;

The water :ballast-may be' introdu'ced into and removed -from the holds 2 a nd' 4 in any conven ient manner. It may be pumped -'into the hold' 2 through a Siamese connection lilfi which is installed on the-weather deck and connected to a pipe llllcextending to the bottom of the hold:

Ordinary fire hose I 02' may be connected between thefiiamese connection and-the ships' fireline Int-whenwater ballast is to=be'filled in: Ballastmay-be dischargedthrough the holds regular bilge suction The ballast for the hold 4 1 may i be pumped: th'ereintothrough two 'conneotions lM- installed" on theweather deck' which :may=-be.:connected-to two pipes I05 extend-ingdown to the bottom of the hold, one on eachyside of the shaf talley 50f Two-filling lines are: used in-this instance in order to prevent the "vessel fromtaking' any-listwhile filling through one a line. The fire line I03 is -c0nnected-with the connectionsl ll l' through ordinary :firewhose I065- The filling ofthe ballast pump I61 supplies water to the pipe Hi3, and at.

N18 is shown a conventional pump for the discharge of the ballast water.

In the case of a Liberty vessel it is estimated that feet of water in No. 2 hold will amount to approximately 556 long tons, and that the total weight of the steel of the bulkhead or swash plate structures amounts to 27 long tons.

In other words, 583 long tons of weightshould be added to the vessel if 5 feet of water were pumped into the hold after the swash plates were installed. Similarly, assuming a Liberty vessel, it is estimated that 440 tons of ballast water would be carried in No. 4 hold if filled to the top of the tunnel casing with the installation of the bulkhead and swash plate structures. The main draft of the vessel would be increased roughly 24 inches which would be sufficient to place the vessel in a, safe and navigable operating condition.

The embodiments of the invention herein set forth are particularly adaptable to the holds Nos. 2 and 4 of a Liberty type vessel but it is understood that the invention is easily adaptable to any other type of vessel. The interlocking stanchion arrangement and construction in the forward hold and the swinging collapsible plate arrangement in the after hold may be installed in any type of merchant vessel, the size and shape of the swash plates and other cooperating parts of the structure being governed by the dimensions and shape of the hold to which the invention is applied together with the amount of ballast to be carried. No skilled mechanics are required for either installing the structure or manipulating it after installation. The hold ballast structure can be erected and dismantled or collapsed without difiiculty either by the vessels crew. or by stevedores, either at home or abroad, with a minimum loss of time, and water ballast is always available for use. In both embodiments the plates are of sufficiently small dimensions and low weight to enable their erection, storage and manipulation by the crew or stevedores, but the embodiment of the No. 4 hold has the advantage over that of No. 2 hold of having the plates permanently attached to the ship strucfiire and of enabling the use of larger and heavier plates by reason of the hinged mounting than is the case with the No. 2 hold structure.

I claim:

1. A ship cargo hold comprising a floor and side enclosing walls having a plurality of separate shallow individual compartments for water ballast, with said fioor forming the bottoms of the compartments and the hold side enclosing walls forming side walls of the compartments adjacent thereto and the other side walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, fixed socket fittings carried by the side hold enclosing walls and L-shaped members having one leg disposed in a socket and the other leg extending out horizontally, the latter legs being provided with slots for the reception of the outer edge of the plates adjacent thereto, and stanchions at the corners of the compartments resting loosely upon said floor, and said stanchions having two or more rigid collars with 90 spaced slots accomodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment.

2. A ship cargo hold comprising a floor and side enclosing walls having a plurality of separate individual compartments for water ballast, with said floor forming th bottoms of the compartments and the hold site enclosing walls forming side walls of the compartments adjacent thereto, and the other side walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, means detachably fastening the edges of the plates adjacent the side walls of the hold thereto, and stanchions at the corners of the compartments resting loosely upon said floor, and said stanchions having two or more rigid collars with spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment.

3. A ship cargo hold comprising a floor and side enclosing walls having a plurality of separate individual compartments for water ballast, with said floor forming the bottoms of the compartments and the hold side enclosing walls forming side walls of the compartments adjacent thereto and the other side walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, and stanchions at the corners of the compartments resting loosely upon said floor and said stanchions having two or more rigid collars with 90 spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment.

4. In a ship cargo hold, a plurality of vertically disposed swash plates forming separate shallow individual water ballast compartments with the floor of the hold forming the bottoms thereof, said plates being firmly secured together by readily attachable and detachable means and upon detachment being storable in compact groups .with plates disposed parallel to each other, thereby leaving the bottom of the hold free for paying cargo, said swash plates being of sulficiently small dimensions and low weight as to enable them to be erected and manipulated by the individual crew members of the ship.

5. In a ship cargo hold, a plurality of vertically disposed swash plates forming separate shallow'individual water ballast compartments with the floor of th hold forming the bottoms thereof, said plates being firmly secured together by readily attachable and detachable means and upon detachment being storable in compact groups with plates disposed parallel to each other, thereby leaving the bottom of the hold free for paying cargo, said swash plates being of sufliciently small dimensions and low weight as to enable them to be erected and manipulated by the individual crew members of the ship, and pipe connections from the fire hose leading to the bottom of the hold and pipe connections from the bottom of the hold to the bilge pump.

6. A ship cargo hold comprising a. fioor and side enclosing walls having a plurality of separate individual compartments for water ballast, with said floor forming the bottoms of the compartments and the hold side enclosing walls forming side Walls of the compartments adjacent there to and the other sid walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, said side walls including a pair of bulkheads athwart the ship and spaced from each other in the fore and aft direction, the side frames of the ship structure between said bulkaefiiii heads and centrally disposed fore and aft ex-' tending bulkheads projecting inwardly of the hold from said athwart bulk-heads, and stanchions at the cornersof the'compartments resting loosely upon said floor, and said stanchionshaving two or more'rigid collars with 90 spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their-slots in vertical alignment.

7. A ship cargo hold comprisinga floor'and side enclosing walls having a plurality of separate individual-compartments for water ballast,

with said floor forming the bottoms'of the compartments andthe hold side enclosing walls forming side walls I of the compartments adjacent thereto, and the other side walls of'the com partments being formed of individual swash having two or more rigid collars with spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment, and screw jacks pivotally fastened to the inner ends of said fore and aft extending bulkheads with their free "ends engaging the adjacent'stanchions in line with the bulkheads.

8. A ship cargo hold comprising a floor and side enclosingwalls having a plurality of separate individual compartments for water ballast, with said floor forming the bottoms of the compartments and the hold sideenclosing walls forming side walls of certain of the compartments and the other sidewalls of the compartments'being formed of individual swash plates assembled in line in rows extending" fore and aft and athwart ship, said side walls including a pair of bulk-' heads athwart the ship and spaced from each other in the fore and aft direction, the side frames of the ship structure between said bulkheads and centrally disposed fore and aft extending bulkheads projecting inwardly bf the hold from said first-named bulkheads, and stanchions at the corners of the compartments resting loosely upon said 'floor, said stanchions having two ormore rigid collars with spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in verticalalignment, and screw jacks pivotally fastened to the inner ends of said second-named bulkheads with their free ends engaging the adjacent stanchions in line with the bulkheads and plate holding means on said bulkheads and said sideframes having slots in alignment with the rows of swash plates for the reception of the'edges of the plates.

9. A ship cargo hold comprising a floor an side enclosing walls having a plurality of separate individual compartments for water'ballast, with said floor forming thebottoms of the compartments and the :hold side ,enclosing walls forming side walls of the peripheral boundary compartments and the other side walls of the compartments being formed of individualswash plates assembled in lineinirows extending fore and aft and athwart shipgsaid side walls including. :aupair. .of bulkheads athwart the ship and:

spaced from each other in the fore and aft direction, the side frames of the ship structure between said bulkheads and centrally disposed fore and aft extending bulkheads projecting inwardly of the hold from said first-named bulkheads, and stanchions at the corners of the compartments resting loosely upon said floor, and said stanchions having two or more rigid collars with spaced slots accommodating the edgesof four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment, and screw jacks pivotally fastened to the inner ends of said second-named bulkheads with their free ends engaging the adjacent stanchions in line with said bulkheads and detachable holding means on said bulkheads and said side frames having slots in alignment with the rows of swash plates for the reception of the edges of the plates, the plates at the side ship frames having the corners thereof removed to clear the bilge boards of the ship, and fixed lugs attached to the floor in th vicinity of the bilge boards to engage and assist in holding the bottoms of the peripheral boundary plates in line.

10. A ship cargo hold comprising a floor and side enclosing walls having a plurality of separate individual compartments for water ballast with said floor forming the bottoms of the compartments and the hold side enclosing walls forming side walls of the peripheral boundary compartments and the other side walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, means at thehold side walls detachably fastening the outer edges of the peripheral boundary plates and means at the corners of the compartments resting loosely upon the floor and detachably holding in line the adjoining plates.

11. A ship cargo hold comprising a floor and side enclosing walls having a plurality of separate individual compartments for water ballast, with said floor forming the bottoms of the compartments and the hold side enclosing walls forming side walls of the peripheral boundary compartments and the other side walls of the compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, and stanchions at the corners of the compartments resting loosely upon said floor, and said stanchions having two or more rigid collars with 90 spaced slots accommodating the edges of four juxtaposed swash plates, the collars of a stanchion having their slots in vertical alignment, said collars on the stanchions being formed of the parts removed from the perforations in the swash plates.

12. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship,,a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartiments, said support, bulkheads and side frame forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates hingedly carried by the central support and the bulkhead, said hinged plates being 001- l lapsible. upon each other for storage against the separate shallow individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side frame forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates carried by the central support and the bulkhead, said hinged plates being collapsible upon each other fOr storage against the central support and the bulkhead and being extensible to form collapsible side walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast, said collapsible plates being arranged in three groups, one group hinged to the bulkhead and two of said groups being hinged to the said central support, said last-named groups each comprising three plates, two of the plates when extended being in line with each other and disposed athwart ship and the third plates of the two groups extending fore and aft and rigidly fastened together at their abutting ends and the first-named group comprising a pair of plates which when extended form a continuation of the third plates of the two groups.

14. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side frames forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates carried by the central support and the .bulkhead, said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and being extensible to form the collapsible side walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast, said collapsible plates being arranged in three groups, one group fastened to the bulkhead and two of said groups being fastened to the said central support, said last-named groups each comprising three plates, two of the plates when extended being in line with each other and disposed athwart ship and the third plates of the two groups extending fore and aft and rigidly fastened together at their abutting ends and the first-named group com-- prising a pair of plates which when extended form a continuation of the third plates of the two groups, and a protecting apron laterally pro- Jecting beyond said support and disposed above said collapsed groups of plates when folded against the central support.

15. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor 10 forming the bottoms of the compartments, said support, bulkheads and side frames forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates carried by the central support and the bulkhead,

said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and being extensible to form the collapsible side walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast and a protecting apron fastened to said central support and disposed above the collapsed plates.

16. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side frames forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates carried by the central support and the bulkhead,

5 said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and being extensible to form the collapsible side Walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended posiand aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor 00 forming the bottoms of the compartments, said support, bulkheads and side frame forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates hingedly carried by the central support and the bulkhead, said hinged plates bein collapsible upon each other for storage against the central support and the bulkhead and being extensible to form collapsible side walls of the compartments and means rigidly fastening said plates to each II other and to the side frame when in the exescapes 9 tended position to function for water 'ballast, the central supp'o being a shaft tuni'iel casin'gland at least one-grou of plate's being hinged to a side of said tunnel casing for swinging movements about a vertical axisw j q 18. In a ship'e'argo hold' having a floor and fore and aft spaced athwart bulkheads bridging the sideframes of the-ship,-a central support extending fore and aft of said hold, a plurality of separate individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side frame forming side walls of the compartments adjacent thereto, the other sidewalls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being hinged to the central support and one of said bulkheads and others of said plates being hinged to the plates hingedly carried by the central support and the bulkhead, said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and being extensible to form collapsible side walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast, the central support being a shaft tunnel casing and at least one group of plates being hinged to a side of said tunnel casing for swinging movements about a vertical axis, and at least one group of plates on one side of the tunnel being hinged to a bulkhead for swinging movements about a vertical axis.

' 19. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold, a plurality of separate individual compartments for Water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side frame forming side walls of the compartments adjacent thereto, the other side walls of said compartments being formed of individual swash plates assembled in line in rows extending fore and aft and athwart ship, certain of said plates being'hinged to the central support and on of said bulkheads and others of said plates being hinged to the plates hingedly carried by the central support and the bulkhead, said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and being extensible to form collapsible side walls of th compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast, the hinged collapsible plates comprising a group of at least three plates, one of said plates being hinged to the central support, another of said plates being hinged to the outer edge of said firstnamed plate to form a continuation thereof when extended and the third plate being hinged to one side of said first-named plate on an axis removed from the outer edge of the plate and adapted to assume a position at right angles to the first-named plate.

20. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a central support extending fore and aft of said hold. a plurality of separate individual compartments for water ballast on each side of said central support with the floor forming the bottoms of the compartments, said support, bulkheads and side-frame formin side walls of' the "compartments adjacent thereto, the other side walls ofsaid compartments being formed of individual swash plates assembled in line in: rows extending fore and aft and athwart ship, certain of said plates being hinged-to the central support and on of saidbulkheads and others of said plates being'hinged tothe plates hingedly carried by the central support and the bulkhead, said hinged plates being collapsible upon each other for storage against the central support and the bulkhead and bein extensible to form collapsible side walls of the compartments and means rigidly fastening said plates to each other and to the side frame when in the extended position to function for water ballast, the hinged collapsible plates comprising a group of at least three plates, one of said plates being hinged to the central support, another of said plates being hinged to the outer edge of said first-named plate to form a continuation thereof when extended and the third plate being hinged to one side of said first-named plate on an axis removed from the outer edge of the plate and adapted to assume a position at right angles to the first-named plate, and a pair of plates one of which is hinged to a bulkhead and the other of said plates being hinged to the edge of the latter plate and means detachably fastening the outer edge of the plate to the first-mentioned plate of the first group at a point in the vicinity of the hinge connection of the third-named plate of the first group.

21. A ship construction comprising a cargo hold and a plurality of hinged collapsible swash plates forming compartments in the bottom thereof for water ballast and roller ,supports mounted on the bottom of said plates and engaging th floor of the hold for assisting in supporting the plates.

22. A ship construction comprising a cargo hold defined by vertical frame structures adjacent the cargo space and a plurality of hinged collapsible swash plates forming compartments in the bottom thereof for water ballast and roller supports mounted on the bottom of said plates'and engaging the floor of the hold for assisting in supporting the plates, certain of said plates being hinged to the vertical frame structures and extensible out into the cargo space to form water ballast compartments and swingable about the hinges for storage against the frame structures when not being used for water ballast. I

23. A ship construction comprising a cargo hold defined by vertical frame structures adjacent the cargo space and a plurality of hinged collapsible swash plates forming compartments in the bottom thereof for water ballast and roller supports mounted on the bottom of said plates and engaging the floor of the hold for assisting in supporting the plates, certain of said plates being hinged to the vertical frame structures and extensible out into the cargo space to form water ballast compartments and swingable about the hinges for storage against the frame structures when not being used for water ballast and certain of said plates being hinged to plates which are hinged to the vertical frame structures for storage against the frame structures in compact units.

24. In a ship cargo hold having a floor and fore and aft spaced athwart bulkheads bridging the side frames of the ship, a water ballast structure comprising a supporting frame disposed intermediate the bulkheads and the side frames of the ship, a plurality of separate individual compartments for water ballast on each side of the hold With the floor forming the bottoms of the com partments, said bulkheads and side frame forming side walls of the compartments adjacent thereto, other side walls of said compartments being formed of individual swash plates assembled in line' in rows extending fore and aft and athwart ship, certain of said plates being hinged 'to the intermediate supporting frame and each carrying two plates hinged thereto to form units PETER THOMPSON.

CER'I'IFI GATE OF CORRECTI 0N,

Patent No 2,56l ,928 December 12, 191mm PE TER THOMPSON It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 5, first column, line 65, forflThese" read --There--; page L second column, line 15, for "shown" read -show; page.5,first column, line 16, for stiff ener read -stiffeners--; line 18, strike out "on the surfaces of plates which are" and insert instead -of one plate with respect to the other--;

and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 27th day of March, A. D. 19L 5.

Leslie Frazer (Seal) I Acting Commissioner of Patents, 

